Switching means controllable from engine cabs



Sept. 22, 1931.

I w. s. HENRY SWITCHING MEANS CONTROLLABLE FROM ENGINE CABS Filed Aug. 13

Patented Sept. 22, 1931 nrren STATES PATENT OFF-ICE WILLIAM: S. HENRY, OF ROCHESTER, NEYV YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COB/ PAN Y, OF ROCHESTER, NEW YORK SWITCHING MEANS CONTROLLABLE FROTM ENGINE CABS Application filed August 13, 1824. Serial No. 731,776.

This invention relates to systems for operating railroad switches, and more particularly to a system in which power operated switches may be selectively controlled by the engineer of a train from his cab.

When the various cars of a train are distributed into various sidings, for classification purposes and the like, there is considerable time wasted and delay involved it it is necessary to open and close the va "ious switches by hand. In accordance with the present invention it is purposed to organize a system of control for power operated switches so that the engineer may control the operation of the various switches from his cab and may move cars into and out of the several sidings without waiting for the hand operation of the switches.

Generally speaking, the system of this invention comprises an organization of track circuits and relays responsive to the presence oi a car on the track at certain points with respect to the switch, a bus line or conductor along the track which the engineer may energ ze at will, either through inductive devices or by direct electrical contact, switch machines or other power devices for throwing and locking the switches, together with an arrangement of control circuits so organized that the engineer by bringing the end of a train into a track sect on adjacent to and in the rear of a given switch, may cause automatic operation of that switch and may run his train into that siding. A switch may not be operated, however, if there is a car standing over or in dangerous proximity to the switch. Provision is also made for opening each switch automatically as a train moves from a siding on to the main track.

Various other objects, advantages and characteristic features of the invention will be in part apparent and in part pointed out as the description progresses.

In describing the invention in detail, reference will be made for convenience to the accompanying drawing, in which is shown in a. simplified diagrammatic manner, a typical switch lay-out, such as commonly employed in (-lassi lication yards and the like, the trackway devices and circuits constitutingone specific embodiment of the invention, together with a diagrammatic illustration of one form of control from the engineers cab. In the particular track lay-out shown, there is a stretch of track, conveniently termed the main track, and switches of the usual construction leading from this main track on to sidings. The main track is divided into track sections in the usual way, the full length of sections I, J and K, and the adjacent ends of sections H and L having been illustrated. The track rails of each of these sections, excepting the initial section H, are connected to a relay which responds to the presence and absence respectively of a car on such track section. The track sections J K and L are provided with diverging routes or sidings the entrance to which is governed by switches and switch machines controlled by the method embodying the present invention, and since the various switch machines and relays for controlling these switches are the same, only the switching machine SM and the electro-responsive mechanism comprising relays SR, SMR and T will be specifically described, the like parts illustrated of the track sections K and L being designated by like reference characters having distinctive exponents. It should be borne in mind at this time that the switch mechanism of the siding diverging from theblock J more particularly comprises the switch machine SM and the relays SR, SMB and T; whereas the switching mechanism for the switch diverging from the track section K comprises the switch machine 8M and the relays SR SMR and T the dividing lines between these various switching units being indicated by dotted lines.

Along these various sections J, K, L, etc. there is provided a bus line BL which is connected to one terminal B of a suitable source of energy when the en gineers relay ER is in its abnormal energized position. In the arrangement shown the relay ER may be energized by the engineer if he depresses the push button PB and thereby causes the inducing car element CE to be energized by alternating current derived from the alternating current generator AC. With the push button PB depressed and the ear element CE energized, a field of alternating flux surrounding the wave wire W causes a certain amount of potential to be applied to the input side of the amplifying device A, which amplifying device in turn applies alternating current to the engineers relay ER thereby causing it to assume its energized position.

3 The amplifying device A, in practice, preferably includes suitable sources of energy, tuning devices, amplifiers of the vacuum tube type, and the like, so that a comparatively small alternating potential applied to the input side of this amplifying device causes the flow of an appreciable current from the output leads through the relay ER.

- The main track section shown comprising rails 1 is divided into the various sections heretofore mentioned by insulating joints 2. The section I has a source of energy at the exit end thereof as indicated by the trans former 3 and is provided with a track relay X at the entrance end thereof, as shown, so that this track relay X is energized if this section is not occupied, but assumes its deenergized position if a train or car enters-this section I. The section J has a track transformer. l bridged across the entrance end thereof and has its exit end connected to the field winding 5 of the relay SlVLR through a circuit which may be traced as follows :-beginning at the secondary winding of the transformer 1, track rail 1, wire 6, pole changer contact 7 of the track relay T, wires 8 and 9, winding 5 of the relay Sm, wire 10, pole changer contact 11 of the relay T, wire 12, the other trackrail 1, back to the secondary winding of the track transformer 4.

It should be noted that the current flow in the winding 5 of the switch machine relay SMR has its relative polarity reversed if the track relay T assumes its deenergized'position, and also that it is deprived of current altogether when the track section J is occupied by one or more cars. Further, it should be noted that the siding diverging from the track section J is provided with insulating joints 13 and 14 and by reason of the cross bonds 15 and 16 a fouling section forming part of the track section of this section J results. Further, it should be noted that the preliminary section J S of this siding is divided from the rest of this siding by insulating joints 14 and 17 and has a source of energy comprising the transformer 18 connected to the right hand end thereof andhas bridged across the other end thereof the track relay T heretofore mentioned.

The stick relay SR normally assumes its deenergized position thereby completing a circuit for energizin the phase winding 20 of the switch machine relay SMR through a circuit which may be traced as follows: beginning at the secondary winding of the transformer 21, wire 22, pole changer contact type, such as conventionally illustrated, the

alternating currents derived from the transformers 4 and 21 are preferably displaced substantially 9O electrical degrees, that is these transformers are preferably energized by the two different phases of a two-phase source of alternating current, or when energized from a single phase source, have their phases displaced substantially 90 by suitable means well known by those skilledin the art .of railway signalling.

The switch S diverging from the track section J is preferably electrically operated through a suitable switch rod by the switch machine SM. This switch machine in practice includes a motor having an armature 31 having brushes 32 and a field winding 33 associated therewith, which armature and field winding are connected in series by the contacts 34 and 35 of a pole changer switch operated by theniotor ill-33 so long as the switch S is closed or is being operated by this motor to the open position; but the armature is connected in series with the field 33 in the reversed direction while the switch S is open or is being operated to the closed position by this motor 3133. This functioning of the pole changer switch is accomplished by suitable ].ost motion and snap action mechanism well known in the art of switch machine construction, and for convenience has been omitted from the drawing. Associated with the pole changer switch 34 35 is a selecting con tact 36 which applies energy to one or the other of the lamps G and R of a suitable dwarf light signal Z, to indicate clear or danger respectively.

The switch machine SM will operate the switch S to one or the other extreme position depending on whether the normal wire NV or the reverse wire RlV is connected to the terminal B of a suitable source of energy, assuming of course that the arrow end of the field winding 33 is connected to the other terminal of'said source of energy through a common return wire C.

Operaitz'0n.Let us assume that a series of cars is being pushed into the switching yard from left to right by the locomotive conventionally illustrated by wheels and axles 19, and that it is desired to push the first car of said series into the siding diverging from the section J. In order to operate any particular switch, such as the switch S for instance, to its reversed position, it is necessary to select this switch from other switches, such as the switches S and S This is accomplished by moving the first car of this train into the next preceding section, that is, the section I, so as to cause the relay X to assume its de-energized position, thereby selecting the stick relay SR and causing it to assume its energized position as soon as the engineers relay is picked up, which, as heretofore explained, may be accomplished by the engineer depressing the push butt-on PB.

lVith the relay X in its de-energized position by reason of the train occupying the section I, and with the relay ER energized in response to energization of the car element CE, a pick-up circuit for the stick relay SR is completed which may be traced as follows :beginning at the terminal B of a suitable source of energy, wire 40, front contact 41 of the engineers relay ER, bus wire BL, wire 42, back contact 43 of the relay X, wires 44 and 45, winding of the relay SR, wire 46, leading to the other terminal of said source of energy.

With the relay SR changed from its deenergized position to its energized position, the phase relation of the current applied to the winding 20 of the relay SMR is reversed, so that this relay changes from its normal position as illustrated to its reversed dotted position. With the switch machine relay SMR reversed, the reverse wire RW of the switch machine is connected to the terminal B of a suitable source of energy, thereby causing current to flow through the switch machine causing it to operate the motor in a direction to open the switch S through a circuit which may be readily traced in the drawings. When the switch machine has completed its stroke and has opened the switch S the pole changer contacts 34- 35 will by snap action be reversed so as to assume the dotted position illustrated. Since, however, the normal control wire NW is no longer connected to the terminal B by the contact 47 of the relay SMR, the switch machine will remain in its reversed position and will hold the switch S in its reversed or open position. Vith the switch machine changed from its normal to its reversed position as indicated by the solid and dotted contacts 34, 35 and 36 respectively, the green lamp G is ext-inguished, and the red lamp R is illuminated indicating to the engineer that the switch has been completely thrown.

When the engineer observes that the switch has been thrown by the change in the aspect of the dwarf signal Z he will release the push button PB thereby causing the relay ER to again assume its de-energized position. This, however, will not cause the relay SR to drop, because it is maintained up through a stick circuit which may be traced as fol-- lows :-beginning at the terminal B, of the same source of energy which is at times connected to the bus line BL, wire 50, contact 51 of the relay SMR, wires 49 or 52 depending on Whether the relay SMR assumes the normal or reversed position, wire 53, front contact 54 of the relay SR, wires 55 and 45, winding of the relay SR, wire 46 back to the common return wire C connected to the other terminal of said source.

It will be noted that in the foregoing operation of the system, the engineer was presumed to be required to hold the push button PB down until the switch machine had completed its operating cycle in moving the switch to the open position. This presumption was made so to assure that the stick relay SR does not drop while the relay SMB changes frem its normal to its reverse position. This prolonged depression of the push button is, however, not necessary if relays having certain characteristics are used, for instance, the relay SR may be very slow acting as compared with the action of the relay SMR so that it will not drop while the relay SMR changes from one to the ot ier of its extreme positions, but will drop if the relay SMR assumes the deenergized position for an appreciable period of time. In the event that relays are used in which the stick relay is slower acting than is the relay SMR, the engineer need only depress bile push button PB for an instant while his t; ain is orcupying a certain section to select a certain switch. Thismoincntary depression of the push button will through the medium of the engineers relay pick up the stick relay SR which thereafter will stick up and cause operation of the switch machine, this relay continuing to stick up dnr ing' the time the relay SMB changes from its normal to its reversed position, the relay SE of course being dropped asthe relay SMR assumes its tie-energized position, as more clearly pointed out hereinafter.

The engineer will continue his movement of the train from left to right and as soon as the cars enter the section J the switch machine relay SMh assumes its middle de-en ergized position because the winding 5 of this relay is deprived of energy, hecai 'se the track section J is now shunted by the wheels and axles of one or more cars whicn are being pushed into the siding diverging from this section.

lVith the relay SMR de-en-ergized the stick circuit for the relay SR will be broken for a period of time sufiicient to drop this relay, thereby reapplying cu rent of normal polarity on the winding 20 of the relay SMR. Since, however, the winding 5 of this relay SMR is still shunted by the cars in question, it will remain in its de-energized position. As. the train proceeds into the preliminary section J S, the track relay T assumes its deenergized position but since the cars still shunt the section J, the relay SMR remains de-energized.

Let us now assume, that the engineer proceeds into the siding diverging from section J such a distance that the rear end of his train leaves the fouling section of this siding, comprising the section between insulating joints 13 and 14:. This causes energy to be re-applied to winding since, however, the relay T in the meantime has assumed its de-energized position because the preliminary section J S of this siding is now occupied, the relay SMR again assumes its abnormal position thereby again applying energy to the reverse wire RYV of the switch machine SM and leaving the switch'S in its reverse or open position. i

If now, the train proceeds still little farther into the siding in question so that the cars move entirely out of the preliminary section 3S, the track relay T assumes its energized position, and since this relay T' is now in the normal. position as shown in the drawing asris also true of the stick relay SR, and the section J is no longer oc' lQiQQl so that the winding is energized, the relay SMR is moved to itsncrmal posit-ion thereby applying energy to normal wire lllV and since the contacts 8st, and 36 have assumed the dotted position, the switch machine is returned to its normal position to close the switch S. In other words, the engine-er has been able to open the switch S by occupying the track section I and depressing the push bu ton PB, and after moving his train into the siding in question a distance so as to clear the section J, and the fouling section associated therewith as well as the preliminary section J S of this siding, has been able to cause automatic closure of theswitch S.

Let us now assume that the engineer moves back from right to left, on the siding, with the locomotive leading, thereby again enterin g into the preliminary section JS thus again de-energizing the track relay T and in turn causing the current applied to the winding 5 of the relay SMR to be reversed, and causing the relay SMR to assume its reversed position. This, of course, will cause the switch machine SM to take a corresponding or reversed position, thereby again opening the switch S to allow the engineer to move his train from right to left until he passes into the section J which, as heretofore explained cle-energizes the winding 5 of the relay SMR by shunting the section J, thus causing the relay SMR to assume its re-energized or neutral position.

As the train continues to move from right to left, it will, as soon as it passes off of the preliminary section J S, cause the relay T to reassume its energized position, but by reason of the section J still being occupied, causes no change of the switch machine relay SMR and consequently no operation of the switch machine. Let us assume that the engineer continues his movement toward the left and that he moves entirely oil of the section J. As soon as this'occurs the winding 5 of the relay SMR will have energy re-applied thereto because the track section J is no longer occupied but this energy will be of an opposite polarity than heretofore, because the track relay 1 is now energized, and this causes the relay SMR to again assume its normal position and in turn causes the switch machine SM, and the switch S, to be moved to the normal closed position.

The train, which has moved from right to left, from the siding controlled by switch S, onto the main line, may now back up farther, that is, move from left to right, without again entering this switch S because the stick relay SR- has been tie-energized for reasons heretofore given, and the presence of the train in section J does nothing but deprive the relay SMR of energy on the winding 5 thereof, which causes it to assume its de-energized position without any effect upon the switch machine SM or the switch S. lVith this relay SMR de-energized it is, however,

possible for the engineer to pick up the stick relay SE of the next switching unit by supplying energy to the inducing car element CE and picking up the relay ER as heretofore described.

The operation of the switch machine SM is the same as that of the switch machine SM so that itis unnecessary to go further into the operation of this system. The only difference between the mechanisms for controlling theswitch S and the switch S is that the relay SR is picked up by the de-energized contact of the polyphase track relay SMR which operates the switch machine of the preceding switch track section, whereas the stick relay SR is adapted to be picked up by a de-energized or back contact of the track relay X, which does not operate a switch, this dili'erence mainly being present because the switch S i the first switch of the series, and track relay X is necessary and has been provided to serve the function of the de-energized contact of the relay SMR of a preceding switch. I

A switching system has thus been devised in which the engineer may when moving on a main track in a switch yard toward switch points of a large number of sidings select any one of these switches and open .the same at wilhand n which such switch will again re-close after certain track sections have again been cleared. Further, this proposed system functions entirely automatically in opening switches when ca rs are being pushed off a siding toward the main track as soon as such cars come within a predetermined distance of such switch. In illustrating the invention a rather simple and specific system has been selected, more for the purpose of facilitating the explanation of the functioning of a system embodying the present invention than for the purpose of illustrating the particular arrangement preferably employed in practice or the scope of the invention; and it is desired to be understood that various changes, additions and modifications may be made to adapt the invention to the various kinds of switch yards encountered in p actice, for instance. the idea of selecting switches may be accomplished by the shoe and ramp system and may be extended to each of the sid ngs illustrated by having a plurality of tracks diverging from each of these sidings and by providing a separate wave wire. such as the wire IV illustrated, for picking up a separate selecting relay such as the relay ER. and. also such diverging routes mav diverge from either side of the main track as well as from one side only as illustrated. all without departing from the scope of the invention or the idea of means underlying the same.

What is claimed as new and desired to be secured by Letters Patent is 1. In a switching system. the combinat on of a railway track having a switch leading into a diverging route. a power operated switch machine for operating said switch into either the closed or the o en position. means for controlling said switch machine effective to operate said switch to the open position if a manuallv operable device on the vehicle is actuated and a certain track section is occupied by a car or cars providing a certain other section is not occupied, eflective'to again close said switch if both of said sect-ions are unoccupied. and effective to again open the same when the last mentioned secti on only is occupied.

2. Ina switching system for railways. the combination of a trackwav system including a main track and diverging routes together with switches leading thereto. a switch machine for each of said switches. and control means associated with each of said switch machines effective to operate such switch machine to open the switch if a certain section of the diverging route to wh ch such switch leads is occupied and a certain section of the main track isunoccupied and again close said switch it both the first mentioned section of the diverg ng route and said section of main track are unoccupied. I

3. Ina switching system for railways. the combination of a trackway system including a main track and diverging routes together ivith switches leading thereto. a switch machine for each of said switches. and control means associated with each'of said switch machines effective to open such switch in response to a control influence transmitted from a switching locomotive to wayside means and providing a certain section of the track rails is shunted and again re-close said switch if a certain track section including said first mentioned track section is unoccu pied.

4:. In a switching system for railways; the combination of a trackway system including a main track and diverging routes leading therefrom through switches, power operated means for operating said switches; a locomotive adapted to operate over said trackway to switch cars into and out of said diverging routes, and of means partly on the locomotive and partly along the trackway controllable by the engineer and acting inductively through an intervening air-gap for controlling a trackway electrical circuit for governing the operation of such power operated means.

'5. In a switching system' for railways; the combination of a trackway system including a main track and diverging routes leading therefrom through switches, power operated means for operating said switches; 'a locomotive adapted to operate over said trackway to switch cars into and out of said diverging routes, and means for controlling said power operated means by the engineer in response to the fiow of current in a circuit along the track inductively derived from a source of energy on the locomotive.

6. In a switching system for railways; the combination of a trackway system including a main track and diverging routes leading therefrom through switches, power operated means for operating said switches; a locomotive adapted to operate over-said trackway to switch cars into and out of said diverging routes, and means for controlling any one of said power operated means in response to alternating current potential induced in a trackway circuit through an intervening airgap by alternating current 'generatedon the locomotive.

7 In a switching system for railways; the combination of a trackway system including a main track and diverging routes leading therefrom through switches, power operated means'for operating said switches; a locomotive adapted to operate over said trackway to switch cars into and out of said diverging routes. and means for controlling any one of said power operated means from the locomotive through an intervening air-gap and including a vacuum tube amplifier.

8. Ina switching system for railways; the combination of a trackway system including a main track and diverging routes leading therefrom through switches, power operated means for operating said switches; a locomotive adapted to operate over said traclrway to switch cars into and out of said diverging routes. and means for controlling the power operated means of any one of said switches to open the same effective if either a certain section is occupied by a car or cars and the engineer operates a suitable manually operable device on the locomotive or if a certain other section is occupied, and effective to re-close said switch if both of said sections are unoccupied.

9. In a switching system for railways; the combination of a trackway system including a-main track and diverging routes leading therefrom through switches, power operated means for operating said switches; a locomotive adapted to operate over said trackway to switch cars into and out of said diverging routes, signals visible at a distance at each of said switches to indicate whether such switches are open or closed and means for controlling the power operated means of such switches through a trackway circuit inductively energized from said locomotives.

10. In a switching system for railways. the combination of a trackway system including a main track and diverging routes'together with switches leading thereto, a switch machine for each of said switches, and control means associated with each of said switch machines efi'ective to open said switches in response to a control influence inductively transmitted from a locomotive to a wa side circuit, providing a certain section of the track rails is shunted. and to again close said switch after a certain trackway section including said first mentioned section is not shunted.

11. In a switching system for railwavs in combination with a traclrway system including a main track and a diverging route connected thereto through a track switch. a power operated switch machine for operating said switch. car carried manually controllable means for inductively controlling the operation of said switch machine to one of its operated positions and trackway means including a circuit closed by the passage of a railway vehicle over a certain trackwav section for controlling the operation of said switch machine to the other of its operated positions.

' 12. In a switching system for railways in combination with a trackway system including a main track and a diverging route connectedthereto through a track switch, a power operated switch machine for operating said switch, means'tor controlling said switch machine to open said track switch including car carried inductive transmitting apparatus and a track circuit closed by the presence of railway vehicle in a certain trackway section, and means for controlling said switch machine to clos said track switch including a track circuit closed b the presence of a railway vehicle in another tra ckwav section.

13. In a switching system for railways n combination with a trackway system including a: main track and a diverging route con nected thereto through a track switch, a power operated switch machine for operating said switch, means for controlling said switch machine to open said switch provided a certain section of the main line trackway is occupied and a certain other section thereof is unoccupied and means for controlling said switch machine to close said switch provided a certain section of said diverging route is occupied and said other section of said main line trackway is unoccupied.

14-. In a switching system, the combination of a railway track having a switch leading into a diverging route, a power operated switch machine for operating said switch to either the closed or the open position, means, including a traffic controlled device, toncontrolling said. switch machine GlIGCtlVQ to operate such switch tothe open position it a manually operable device located on the switching locomotive is operated and a certain track section is occupied, provided a certain other track section is not occupied, and effective to again close said switch when said certain track section is again unoccupied.

15. In a switching system, the combination of a railway track having a switch leading into a diverging route, a power operated switch machine for operating said switch to either the closed or the open position. means, including a track controlled relay, for controlling said switch machine eitective to operate such switch to the open position if a manually operable device located on the switching locomotive is operated and a certain track section is occupied, provided a certain other track section is not occupied, and effective to again close said switch when said certain track section is again unoccupied.

16. In a switching system for railways, the combination of a trackway system including a main track and diverging routes together with switches leading thereto, a switch machine for each of said switches. and control means associated with each of said switch machines and including, a first relay de-energized upon occupancy of a certain section of the main track. a second relay energized in respou se to a control influence from a locomotive if the first relay be de-energized at that time, and a switch machine relay controlled by the said second relay, and when energized causing the switch machine to operate its switch to opened and closed positions.

17. In a switching system for railways, the combination of a trackway system including a main track and diverging routes together with switches leading thereto, a switch machine for each of said switches, and control means associated with each of said switch machines and including, a first relay de'energized upon occupancy of a certain sect-ion of the main track in advance of its switch, a stick relay energized in response to a control influence from a locomotive if the first relay be de-energized at that time, and a switch machine relay controlled by the stick relay and when energized causing the switch machine to operate its switch to opened and closed positions.

18. In a switching system for railways, the combination of a trackway system including a main track and diverging routes together with switches leading thereto, av switch ma chine for each of said switches, and control means associated with each of said switch machines and including, a first relay de-energized upon occupancy of a certain section of the main track, a second relay energized in response to a control influence from a locomotive if the first relay be de-energized at that time. and a switch machine relay controlled by the said second relay, and when energized causing the switch machine to operate its switch to opened and closed positions, the track being divided into blocks, said switch machine relay being de-energized upon occupancy of the main track block containing the track switch point.

19. In a switching system for railways, the combination of a tra ckway system including a main track and diverging routes together with switches leading thereto, a switch machine for each of said switches. and control means associated with each of said switch machines and including. a first relay de-energized upon occupancy of a certain section of the main track. in advance of its switch. a stick relay energized in response to a control influence from a locomotive if the first relay be de-energized at that time, and a switch machine relay controlled by the stick relay, and when energized cause the switch machine to operate its switch to opened and closed positions. the track being divided into blocks, said switch machine relay being de-energized upon occupancy of the main track block containthe track switch point.

20. In a switching system for railways, a main track and diverging routes each connected to the main track by switch, a power operated machine to operate each switch. and control means for each machine. requiring. for energization of. the machine, shunting of the main track in advance of the switch, and actuation of car-carried mechanism.

21. In a switching system for railways, a main track and diverging routes each connected to the main track by a switch, a power operated machine to operate each switch and control means for each machine, requiring. for energization of the machine, simultaneous occupancy of the main track in advance of the switch. nonoccupancy of a portion of the main track adjacent, and at each side of, the switch, and actuation of a manually operable car-carried mechanism.

22. In a switching system for railways, a main track and diverging routes each connected to the main track by a switch, a power operated machine to operate each switch, and control means for each machine, requiring, for energization of the machine, shunting of IVILLIAM S. HENRY. 

